Narrow ultra efficient three wheeled vehicle with automotive class feel

ABSTRACT

An electric three wheeled vehicle includes a vehicle chassis supporting a vehicle operator seat or saddle. The vehicle chassis defines a storage region beneath the vehicle operator seat or saddle. One or more energy storage devices for powering one or more electric motors of the vehicle are located within the storage region and are supported by the chassis. The storage region and/or the energy storage device(s) each form an elongate three-dimensional volume having a long axis that is parallel to a longitudinal axis of the vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation application that claims thebenefit of and priority to U.S. patent application Ser. No. 15/714,377,titled NARROW ULTRA EFFICIENT THREE WHEELED VEHICLE WITH AUTOMOTIVECLASS FEEL, filed Sep. 25, 2017, and issuing as U.S. Pat. No. 9,994,276on Jun. 12, 2018, which is a continuation application that claims thebenefit of and priority to U.S. patent application Ser. No. 15/188,061,titled NARROW ULTRA EFFICIENT THREE WHEELED VEHICLE WITH AUTOMOTIVECLASS FEEL AND HANDLEBAR STEERING, filed Jun. 21, 2016, and issued asU.S. Pat. No. 9,783,257 on Oct. 10, 2017, which is acontinuation-in-part application that claims the benefit of and priorityto U.S. patent application Ser. No. 14/985,683, titled NARROW ULTRAEFFICIENT THREE WHEELED VEHICLE WITH AUTOMOTIVE CLASS FEEL AND HANDLEBARSTEERING, filed Dec. 31, 2015, which is a non-provisional patentapplication that claims the benefit of and priority to U.S. provisionalpatent application No. 62/099,068, titled NARROW ULTRA EFFICIENT THREEWHEELED VEHICLE WITH AUTOMOTIVE CLASS FEEL AND HANDLEBAR STEERING, filedDec. 31, 2014. The entire contents of each of these priorityapplications are incorporated herein by reference in their entirety forall purposes.

U.S. patent application Ser. No. 15/188,061, titled NARROW ULTRAEFFICIENT THREE WHEELED VEHICLE WITH AUTOMOTIVE CLASS FEEL AND HANDLEBARSTEERING, filed Jun. 21, 2016 is also a non-provisional application thatclaims the benefit of and priority to U.S. provisional patentapplication No. 62/330,962, titled NARROW ULTRA EFFICIENT THREE WHEELEDVEHICLE WITH AUTOMOTIVE CLASS FEEL AND HANDLEBAR STEERING, filed May 3,2016. The entire contents of this priority application are incorporatedherein by reference in their entirety for all purposes.

The present application additionally incorporates herein by referencethe entire contents of each of the following U.S. patent applications intheir entirety for all purposes: U.S. patent application Ser. No.14/860,502, titled VEHICLE POWERTRAIN WITH DUAL-INDEPENDENTTRANSMISSIONS, filed Sep. 21, 2015; U.S. patent application Ser. No.14/962,929, titled BATTERY SYSTEM, filed Dec. 8, 2015; and U.S. patentapplication Ser. No. 14/960,289, titled BATTERY ASSEMBLY INCLUDINGMULTI-ROW BATTERY INTERCONNECTION MEMBER, filed Dec. 4, 2015.

BACKGROUND

Electric vehicles are commonly powered by an electric battery or fuelcell that supplies electrical energy to one or more electric motors.Electric vehicles may take a variety of different forms, including two,three, or four wheeled vehicle platforms.

SUMMARY

An electric three wheeled vehicle includes a vehicle chassis supportinga vehicle operator seat or saddle. The vehicle chassis defines a storageregion beneath the vehicle operator seat or saddle. One or more energystorage devices for powering one or more electric motors of the vehicleare located within the storage region and are supported by the chassis.The storage region and/or the energy storage device(s) each form anelongate three-dimensional volume having a long axis that is parallel toa longitudinal axis of the vehicle. A vehicle operator, when seated uponthe seat or saddle, sits astride the one or more energy storage devices.A handlebar steering assembly is operatively coupled to a pair of frontwheels to provide steering. The vehicle includes a single rear wheel.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a top view of an example ultra efficient vehicle platform.

FIG. 2 is a side view of the ultra efficient vehicle platform of FIG. 1.

FIG. 3 is an angled front view of the vehicle platform of FIG. 1 tiltedto its rollover threshold angle.

FIG. 4 depicts an external view of an example vehicle platform.

FIG. 5 depicts an above view of the vehicle platform of FIG. 4

FIGS. 6-8 depict additional aspects of the vehicle chassis and batterystorage region.

DETAILED DESCRIPTION

The present disclosure is directed to an ultra efficient vehicle,particularly a three wheeled electric vehicle suitable for transportingone or two occupants.

There has been increasing demand in recent years for ultra efficientvehicles that carry a lesser energy and environmental footprint thantraditional automobiles. Increasing adoption of hybrid vehiclesfeaturing increased fuel efficiency is an example of this trend.Although there is a latent market demand for additional efficiency gainsbrought by adopting more efficient power systems, such as a batteryelectric drive, or more energy efficient form factors, such as two orthree wheeled vehicles, with or without a narrow body, most consumershave not chosen such offerings, as they have lacked some or all of themass market vehicle consumer requirements: familiar feel and controls,ability to operate on all roads, capacity for a second passenger and aminimum level of reliability and perceived safety.

Further, the high population density of urban environments necessitatestransportation solutions that minimize overall vehicle footprints. Therecumbent, automotive-control seating position taught in Frohnmayer et.al's prior Narrow Ultra Efficient Three Wheeled Electric Vehicle withAutomotive Class Feel application (issued as U.S. Pat. No. 8,985,255)utilizes a minimum vehicular footprint that is longer than the width ofa typical automotive parking space—thus such vehicles cannot be parkedon the roadside perpendicular to the direction of travel.

Examples in the present art include narrow body vehicles proposed forincreasing transportation efficiency by carrying one or more people intandem seating. Such vehicles have three or more wheels to keep themupright when stopped. U.S. Pat. Nos. 4,484,648, 4,283,074 and 6,328,121disclose narrow vehicles that utilize tilting mechanisms or ballast toprovide stability when turning. Although these vehicles have significantaerodynamic and maneuverability benefits due to their small stature,their ultra-narrow form factors lead to an appearance of lack ofstability. U.S. Pat. Nos. 5,806,622 and 5,960,901 appear to disclosenarrow three wheeled vehicles designed to carry one passenger, drivenfrom the rear wheel. The inability to carry a second passenger andrear-drive traction concerns limit the widespread adoption of suchvehicles. U.S. Pat. No. 6,328,121 appears to teach of the importance ofa high rollover threshold for ultra narrow automobiles and theimportance of low center of gravity in establishing a high rolloverthreshold. Each of these vehicles suffer from an appearance ofinstability, a lack of familiar feel, safety or comfort, or expansivevehicular footprint such that none has been widely adopted.

The foregoing objects are achieved by providing a vehicle platformcomprised of a vehicle chassis supported by three wheels, one on eachside of the vehicle mounted with their axis perpendicular to the longaxis of the vehicle near the front, and one wheel centered near the rearof the vehicle, a propulsion system, handlebar steering mechanism toprovide steering via the two front wheels, an operator's seat centeredalong and/or above the long axis of the vehicle, and optionally a secondseat positioned directly to the rear of the operator's seat. The vehiclecomponents are arranged to provide an optimal low center of gravity andgood handling and drive characteristics.

In one embodiment, the propulsion system is comprised of an electricmotor powered by an energy storage device and positioned near the baseplane of the vehicle, coupled to a power transmission mechanism, whichis mechanically coupled to the two front wheels. In this embodiment thepower transmission mechanism is preferably a speed reduction anddifferential with dual output drive suitable for two wheel front drive.

In another embodiment, the propulsion system is comprised of a pair ofelectric motors, each of which is mechanically coupled to one of the twofront wheels. In one embodiment these motors are capable of high torqueoutput sufficient to power the wheels without gear reduction. In anotherembodiment, each motor is coupled to an intermediate gear reductiontransmission mechanism interposed between the motor and the drivenwheel.

In one embodiment the energy storage device is a battery system. Theenergy storage device is positioned near the base plane of the vehicle,and propulsion system and the power transmission mechanism arepositioned forward of the energy storage device along the longitudinalaxis of the vehicle. The energy storage device is arrayed such that thelong axis of the energy storage device is substantially parallel to thelongitudinal axis of the vehicle.

The energy storage device is preferably of a maximum width less than 14inches such that the vehicle operator can comfortably sit astride theenergy storage device. However, other suitable dimensions may be used.In a preferred embodiment the energy storage device is constrained inthe z direction (i.e., vertical direction) such that the operator'scenter of mass is positioned as low as possible in the vehicle whilemaintaining a comfortable seating position.

Some advantages of the present disclosure include one or more of thefollowing: to be significantly narrower in body and narrower in trackwidth than a conventional automobile for improved maneuverability inheavy traffic and urban environments, easier parking and improvedaerodynamic efficiency; to be shorter in length than a conventionalautomobile, such that the vehicle can be parked perpendicular to thecurb; to have automotive class stability, feel and traction despite itsnarrow form and small footprint on the road; to be fast enough forfreeway travel; to provide a significantly higher level of operatorsafety than other motorcycle class vehicles; to be less expensive tobuild and operate than a conventional automobile; and to be a practicaland thus commercially viable alternative to conventional automobiles.

An embodiment of the vehicle platform is depicted in FIGS. 1 and 2showing the common elements of the platform. The vehicle platformincludes a propulsion system for providing motive power to two frontwheels, an energy storage device to provide energy to the propulsionsystem, a single rear wheel, seats for one or two occupants, and ahandlebar mechanism for steering the two front wheels. Operator seat 1and passenger seat 2 are positioned such that the passenger seat isdirectly behind the operator seat. Alternatively the passenger seat maynot be provided so as to add more storage capacity to the vehicle. Theoperator and passenger seats are positioned closer together than thefront and rear seats of a conventional automobile in order to provide asmaller vehicle footprint on the road. The operator seat is positionedabove the energy storage device 3 such that the operator sits astridethe energy storage device.

Two front wheels 4 positioned near the front of the vehicle are drivenby a propulsion system, which is preferably one or two motors 5 poweredby an energy storage device 3 and connected to a power transmissionmechanism 6 to distribute power to the front wheels. The energy storagedevice is preferably a battery. Alternatively, other suitable energystorage devices may be used, such as a fuel cell or fuel (e.g.,gasoline) tank. One rear wheel 7 is positioned along the long axis nearthe rear of the vehicle. The components of the propulsion system arearranged so as to provide ballast for stability on the three wheeledplatform; the motors center of mass M1 is positioned in front of thecenter of mass of the energy storage device M2, and the energy storagedevice is positioned low such that its center of mass M2 is below theoperator center of mass M3. The use of a handlebar steering mechanism 8allows the operator to sit closer to the two front wheels than atraditional recumbent automotive steering wheel and pedal positioning.

The high proportion of mass forward and low result in an optimallypositioned center of gravity 9 which combined with drive and steeringfrom the front wheels yield an automotive class feel to the narrow bodythree wheeled vehicle.

In some embodiments, the ground clearance, i.e., the distance betweenthe bottom surface of the energy storage device 3 and ground level, isin the range of about 5 inches to about 8 inches, and is preferablyapproximately 6 inches.

The front seat is constructed to be narrower where it overlaps the kneesof the rear seat passenger to allow the feet and knees of the rearoccupant to comfortably straddle the front seat when the two seats areclose together. This arrangement allows the two occupants to sit closertogether than a typical automobile. In this embodiment, the couple C(longitudinal distance between the hip pivot points of the twooccupants) can be reduced to a value of 28 to 21 inches whilemaintaining acceptable rear occupant comfort by keeping the angle H(e.g., a leg spreading angle of the rear passenger in the horizontalplane) less than 60 degrees. A typical automobile has a couple C ofgreater than 29 inches, by contrast.

Referring to FIG. 3, the ultra efficient vehicle must have excellentstability in turns to match the experience and safety of a conventionalautomobile. In this vehicle, it is particularly desirable that thepropulsion system is heavy enough, low enough and forward enough to movethe vehicle's center of mass down and forward such that the rolloverthreshold R preferably exceeds 50 degrees from horizontal. That is, thepresent vehicle will always right itself onto its wheels as long as itis titled less than the rollover threshold. In comparison, someconventional sport utility automobiles have a rollover threshold as lowas about 38 degrees.

Thus, the present vehicle relies on optimal placement of heavycomponents of the propulsion system and occupants on three wheels toprovide stability in a narrowbody form. Unlike some of the prior art,the present vehicle does not use (or does not necessarily require useof) any device for leaning into the inside of a turn, so instead itleans to the outside of a turn like a conventional automobile. Thereforeit can use standard, tested automotive components, increasingreliability and also providing familiar handling and traction to peoplewho are accustomed to the operation of conventional automobiles.

Accordingly, an ultra efficient vehicle is provided that issignificantly narrower in body and narrower in track width than aconventional automobile for improved maneuverability in heavy trafficand urban environments, easier parking and improved aerodynamicefficiency. Despite its narrow track width and lack of body tilting itis as stable as a conventional wide-body automobile. It providesfamiliar feel and traction to drivers accustomed to conventionalautomobiles despite its narrow form and three wheeled footprint on theroad. This vehicle may be as fast as a conventional sedan. Its stabilityon the road and ability to accommodate a safety frame provide asignificantly higher level of operator safety than motorcycle classvehicles. The removal of mass elements and a wheel, while potentiallyutilizing standard automotive transmission components cause it to beless expensive to build and operate than a conventional automobile. Thisvehicle is thus a practical and commercially viable alternative toconventional automobiles and motorcycles.

FIG. 4 depicts an external view of an example vehicle platform 400(i.e., vehicle). Vehicle platform 400 is a non-limiting example of thepreviously described vehicle platform of FIGS. 1-3. Accordingly, vehicleplatform 400 may take the form of an electric vehicle for one or morehuman passengers, as a non-limiting example. Within FIG. 4, a forwarddirection of travel of vehicle platform 400 is depicted in FIG. 4 byreference numeral 402 and associated vector.

Vehicle platform 400 includes a chassis 410 including and/or defining abattery storage region 412. As an example, the battery storage regionforms an elongate three-dimensional volume having a long axis that isparallel to a longitudinal axis of the vehicle. In this example, thelongitudinal axis of the vehicle is parallel to the forward direction oftravel (402) of the vehicle and is located along a vertical symmetryplane of the vehicle that is also parallel to the forward direction oftravel. Vehicle platform 400 may include one or more batteries locatedwithin battery storage region 412. Battery storage region 412 isdescribed in further detail with reference to FIGS. 6-8.

Vehicle platform 400 further includes a first seat or saddle 420 that issupported by or upon chassis 410 above the battery storage region 412for a first passenger to be seated astride the battery storage region ofthe chassis. Vehicle platform 400 may further include a second seat orsaddle 422 that is also supported by chassis 410 above the batterystorage region 412 for a second passenger to be seated astride thebattery storage region of the chassis. The second seat or saddle islocated in-line with the first seat or saddle along the longitudinalaxis of the vehicle. First and second seats may be supported upon and/orlocated above an upper wall portion 414 of the chassis that defines aceiling of the battery storage region. In this example, the first andsecond seats or saddles each include an associated seat back. In otherexamples, the second seat or saddle may be omitted, and/or the seatbacks of either seats or saddles may be omitted.

Chassis 410 further includes a floor or rail 416 and 418 (visible inFIG. 5) located along both right and left exterior sides of the batterystorage region about the long axis to support the feet of the first andsecond passengers. In this example, each floor or rail is located at alower elevation than the first and second seats or saddles 420, 422 andat a lower elevation than upper wall portion 414. Example features ofchassis 410 and battery storage region 412 are depicted in furtherdetail in FIGS. 5-8.

Vehicle platform 400 includes a pair of front wheels 430, 432 mounted atand/or to a front end 440 of the chassis, including a first front wheel430 and a second front wheel 432. Vehicle platform 400 includes a singlerear wheel 434 mounted to a rear end 442 of the chassis. Rear wheel 434is located in-line with the long axis of the elongate three-dimensionalvolume of the battery storage region and is located in-line with thelongitudinal axis of the vehicle.

Vehicle platform 400 includes a steering assembly 450 operativelycoupled to first front wheel 430 and second front wheel 432 for turningor steering the vehicle. Steering assembly 450 includes a handlebar 452for a user to provide a steering input to the steering assembly forturning or steering the vehicle. In at least some examples, a throttlecontrol element 454 and one or more brake control elements 456 and 458may be mounted on the handlebar. As previously described, thisconfiguration may be used to eliminate the use of foot pedals which maynecessitate additional leg room for the vehicle operator, therebyextending a length of the vehicle.

As a non-limiting example, throttle control element 454 may take theform of a rotatable handle that provides a throttle control input to apropulsion system of the vehicle, such as a propulsion system thatincludes one or more electric motors depicted generally at 460. Asanother non-limiting example, brake control elements 456 and 458 maytake the form of hand activated levers mounted to the right and lefthandles of the handlebar that provide braking control inputs to abraking system of the vehicle, such as a braking system that includesbrakes at wheels 430, 432, and/or 434.

FIG. 5 depicts an above view of vehicle platform 400 with body panelsand structural members removed to reveal additional components.Propulsion system 460 may include one or more electric motors that arepowered by batteries or other suitable energy storage system containedwithin battery storage region 412. In this example, vehicle platform 400includes a first electric motor 510 mounted on the chassis andoperatively coupled to first front wheel 430. Propulsion system 460 mayfurther include a second electric motor 512 mounted on the chassis andoperatively coupled to second front wheel 432.

As a non-limiting example, vehicle platform 400 may include a powertrainformed by a transmission 514 and axles 516, 518 that operatively couplethe one or more electric motors to wheels 430 and 432. In this example,transmission 514 is a dual independent transmission that independentlycouples electric motor 510 to wheel 430 via axle 516, and independentlycouples electric motor 512 to wheel 432 via axle 518. In anotherexample, transmission 514 may independently couple electric motor 510 towheel 432 via axle, and independently couple electric motor 512 to wheel430. In yet another example, propulsion system 460 may include a singleelectric motor that is operatively coupled to both of wheels 430 and 432via transmission 514 and axles 516, 518. In still further examples,electric motors 510 and 512 may be replaced by another suitablepropulsion system.

Non-limiting examples of transmissions for transmission 514 and electricmotor configurations are described in further detail by U.S. patentapplication Ser. No. 14/860,502, titled VEHICLE POWERTRAIN WITHDUAL-INDEPENDENT TRANSMISSIONS, filed Sep. 21, 2015. The entire contentsof this patent application and its publication are incorporated hereinby reference in their entirety for all purposes. However, it will beappreciated that other suitable transmission and/or propulsion systemcomponents and configurations may be used.

FIG. 5 further provides a view of vehicle platform 400 with batterystorage region 412 and the one or more batteries located therein beinglocated on a rear side of the pair of front wheels 430 and 432, andbetween the single rear wheel 434 and the pair of front wheels along thelongitudinal axis of the vehicle. As such, the mass of the batterystorage region and batteries contained there is located between thefront and rear wheels, and along the vertical symmetry plane of thevehicle. First and second electric motors 510 and 512 are located on afront side of the pair of front wheels 530, 432 opposite battery storageregion 412 and the one or more batteries contained therein. As such, themass of the electric motors is located in front of the front wheels inrelation to the forward direction of travel of the vehicle.

FIGS. 6-8 depict additional aspects of chassis 410 and battery storageregion 412. FIG. 6 provides a view of chassis 410 with upper wallportion 414 removed and without batteries contained within batterystorage region 412. Chassis 410 includes front wall portion 610, rearwall portion 612, side wall portion 616, side wall portion 618, andlower wall portion 614 that collectively define battery storage region412 in combination with upper wall portion 414. FIGS. 6-8 further depictfloor 416 and 418 in further detail.

FIG. 7 depicts chassis 410 and battery storage region 412 including abattery system 710 having one or more batteries. In an example, batterysystem 710 includes multiple rows of cylindrical batteries orientated inan upright configuration. Non-limiting examples of battery systems forbattery system 710 and example battery configurations are described infurther detail by U.S. patent application Ser. No. 14/962,929, titledBATTERY SYSTEM, filed Dec. 8, 2015, and by U.S. patent application Ser.No. 14/960,289, titled BATTERY ASSEMBLY INCLUDING MULTI-ROW BATTERYINTERCONNECTION MEMBER, filed Dec. 4, 2015. The entire contents of eachof these patent applications and their publications are incorporatedherein by reference in their entirety for all purposes. However, it willbe appreciated that other suitable energy storage devices may be used.

FIG. 8 depicts chassis 410 with upper wall portion 414 installed toenclose battery storage region 412 and battery system 710 containedtherein. Within FIG. 8, the seats or saddles have been removed toprovide an unobstructed view of upper wall portion 414 about which avehicle operator and/or passenger may sit astride. It will be understoodthat in some examples, discrete seats or saddles may be omitted orinstead integrated with upper wall portion 414 to provide a continuoussaddle upon which a vehicle operator and/or passenger may sit astride.

As a non-limiting example, the internal dimensions of battery storageregion 412 may be approximately 49.6 inches in length (as measuredbetween internal faces of front wall portion 610 and rear wall portion612), approximately 9.75 inches in width (as measured between internalfaces of side wall portions 616 and 618), and approximately 11 inches indepth (as measured between internal faces of lower wall portion 614 andupper wall portion 414). These internal dimensions correspond to avolume of battery storage region 412 of approximately 5,320 cubicinches. These example internal dimensions of battery storage region 412correspond to a relative ratio for length:width:depth of approximately5.09:1.00:1.13, respectively. A width of the vehicle as measured betweenfront wheels ??? is 55 inches, with a total outer width of 62 inches. Awheelbase of the vehicle as measured between a centerline of an axle oraxis of rotation of the front and rear wheels may be approximately 78inches. A track of the vehicle as measured between the front wheels maybe approximately 55 inches. An overall length of the vehicle may be 105inches, but may extend to 110 inches in some examples. A distance froman exterior surface of the front wall 610 of the battery enclosurerelative to a centerline of an axle or axis of rotation of the frontwheels as measured along a central plane or longitudinal axis of thevehicle may be approximately 6 inches. A clearance distance from anexterior surface of the bottom wall 614 of the battery enclosure to theground surface may be approximately 6.5 inches. The weight of thevehicle with the batteries of battery system 710 may be approximately1,023-1,100 lbs., and the weight of the vehicle without these batteriesmay be approximately 800 lbs. Accordingly, a ratio of vehicle weightwith and without batteries may be approximately 1.28:1-1.38:1,respectively. The front to back weight distribution of the vehicle withthe batteries may result in a center of gravity or center of mass thatis located at a distance from the front of the vehicle that is 30% or3/10ths (of the vehicle length) rear of the front axle line of the frontwheels. The center of gravity or center of mass may be located at aheight of approximately 18 inches as measured from the ground surface.The vehicle may turn within a circle having a diameter of approximately27-30 ft. It will be understood that the various dimensions ormeasurement values described herein may vary by +/−5% or less in anexample implementation. In another example implementation, these variousdimensions may vary by +/−10% or less. In still another exampleimplementation, these dimensions may vary by +/−20% or less.

In view of the preceding disclosure and associated drawings, in anexample implementation, a vehicle for one or more human passengersincludes a vehicle chassis supporting a vehicle operator seat or saddle.The vehicle chassis defines a storage region beneath the vehicleoperator seat or saddle. The storage region forms an elongatethree-dimensional volume having a long axis that is parallel to alongitudinal axis of the vehicle. The vehicle includes one or moreenergy storage devices located within the storage region. The one ormore energy storage devices collectively form an elongatethree-dimensional volume having a long axis that is parallel to thelongitudinal axis of the vehicle. The vehicle includes a pair of frontwheels mounted to a front end of the chassis, including a first frontwheel and a second front wheel. The vehicle includes a single rear wheelmounted to a rear end of the chassis. The vehicle includes a handlebarsteering assembly operatively coupled to the first front wheel and thesecond front wheel. The vehicle includes a first electric motor mountedon the chassis and operatively coupled to the first front wheel, and asecond electric motor mounted on the chassis and operatively coupled tothe second front wheel. The storage region and the one or more energystorage devices are located between the single rear wheel and the pairof front wheels along the longitudinal axis of the vehicle. The firstand second electric motors are located on a front side of the chassisopposite the storage region and the one or more energy storage devices.

Although the above description is specific, it should not be consideredas a limitation on the scope of the invention, but only as an example ofone preferred embodiment. Many variations are possible within theteachings of the invention. Therefore, the scope of the invention shouldbe determined by the amended claims and their legal equivalents, not bythe examples given.

1. An electric three wheeled vehicle, comprising: a chassis defining abattery storage region, the battery storage region forming an elongatethree-dimensional volume having a long axis that is parallel to alongitudinal axis of the vehicle; a pair of steerable front wheelsmounted to the chassis at or near a front end of the chassis; a singlerear wheel mounted to the chassis at or near a rear end of the chassisalong a symmetry plane of the vehicle that is parallel to thelongitudinal axis of the vehicle; a set of one or more batteries locatedwithin the battery storage region of the chassis, a center of mass ofthe set of batteries being located on a rear side of an axle centerlineof the front wheels; a rear seat supported by the chassis above thebattery storage region for a rear passenger to be seated astride thebattery storage region of the chassis; a front seat supported by thechassis above the battery storage region for a vehicle operator to beseated, the front seat being in-line with the rear seat; a steeringassembly operatively coupled to the pair of front wheels for steeringthe vehicle; a first electric motor mounted to the chassis andoperatively coupled to a first front wheel of the pair of front wheels,a center of mass of the first electric motor being located on a frontside of the axle centerline of the front wheels; and a second electricmotor mounted to the chassis and operatively coupled to a second frontwheel of the pair of front wheels, a center of mass of the secondelectric motor being located on the front side of the axle centerline ofthe front wheels.